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(K0 Model.) 2 Sheets-Sheet I; S. M. HARRIS & M BREI SUH.

RAILWAY SWITCH.

Patented Feb. 9,1897.

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- 2 Sheets-Sheet 2.- S. M. HARRIS.& M. BREISGH.

(No Model.)

RAILWAY SWIIGH Patented Feb. 9, 1897.

UNITED STATES PATENT OFFICE.

SOLOMON M. HARRIS AND MICHEL BREISCH, OF NEW YORK, N. Y.

RAI LWAY-SWITCH.

SPECIFICATION forming part of Letters Patent N 0. 576,845, dated February 9, 1897. Application filed May 28, 1896. Serial No. 593,376. (No model.)

following is a specification.

This invention relates to a railway-switch which may be operated by the motorman without leaving his car and which will become automatically reset after the car has cleared the switch-rail.

In the accompanying drawings, Figure 1 is a plan of our improved railway-switch. Fig. 2 is a longitudinal section on line 2 2, Fig. 1, showing the switch closed and in position to be engaged by the car; Fig. 3, a similar section showing the position of the parts after the switch has been opened; Fig. 4:, a section on line 4 4, Fig. 3; and Fig. 5, a cross-section on line 5 5, Fig. 3.

The letters a a b I) represent the two tracks of a switch, and c is the pivoted switch-rail which is to be set. From the rail 0 a pin 0 projects downwardly through a slot d of a plate or platform d, which is placed between the track-rails. The pin 0 is engaged byt-he forked end 6 of a curved horizontally-swinging operating-lever e, pivoted to the lower side of plate cl at 6 The free end of the lever extends transversely beneath and is accessible through a longitudinal slot 01 of plate (I, which is located a short distance in front of the switch-rail c. In the rear of such rail and in the path of the car-wheel there is pivoted to the plate d at f a tilting lever f, which is connected to the lever e by a draw-rod g.

The arrangement of the parts is such that when the free end of the lever e is moved outward (i. e., away from the switch) the switch is closed, Fig. 1, and the lever f lowered, Fig. 2. On the other hand, if the free end of the lever c is moved inward the switch is open, Fig. 4, and the lever f is raised, Fig. 3.

In order to render the movement of the parts more positive and insure a full stroke the draw-rod g is preferably connected to a trip-weight, so that the rod when once started in either direction will be forced to complete its movement. To this effect a stud g on rod 9 engages the forked arm 77. of the pivot h of a trip-weight h that turns in a bearing h, supported upon a sleeper or other rest 72.

To operate the switch, there is pivoted to the car-platform A a hook-shaped lever 1',

having a rounded head 2". This lever is by chain 1' connected to a hand-lever i controlled by the motorman. Across the head of hook 7. there extends a pin j, which is adapted to engage a curved flange d of-slot 01 so that the hook when lowered into the slot is by the pin gradually lifted out of the same.

The operation of the device is as follows: When the switch is to be set, the hook t' is lowered to engage lever e, Fig. 2, and swing it on its pivot. This will cause the switchrail 0 to be opened, Fig. 4, and the lever f to be simultaneously tilted upward. When the hook i has arrivedat the end of slot (1 it will be raised out of the same by the engagement of the pin j with the curved flange d so that the lever e will be released, Fig. 3. Thehook '5 having performed its work is now swung up by the motorman and locked in its raised position by means of the hand-lever i The switch being now openthe car will clear the rail 0 and continue on track a. After the car has completely passed the switch the flange of the front car-wheel A will depress the lever f, which will cause the switch to be closed and the lever e to be simultaneously reset to its operative position. Thus it will be seen that all the parts are made to automatically resume their initial or normal position.

If the switch is not to be operated, the hook i is of course not swung down, so that the setting mechanism is not put into action.

It will be seen that by our invention the switch is under the complete and convenient control of the motorman and that it is automatically reset in a reliable and positive manner. I

What we claim is- In a railway-switch, the combination of a switch-rail with a slotted base-plate having a curved flange, an operating-lever connected to the switch-rail and extending transversely across the slot of the base-plate, a tilting lever in the path of the car-wheel, a connecting-rod, and an actuating-hook having a transverse pin that is adapted to engage the curved flange of the base-plate, substantially as specified.

SOLOMON M. HARRIS. M. BREISOH.

Witnesses:

F. v. BRIESEN, WILLIAM SonULz. 

